CN102372012B - Train Control Device And Overground Device - Google Patents
Train Control Device And Overground Device Download PDFInfo
- Publication number
- CN102372012B CN102372012B CN201110181375.9A CN201110181375A CN102372012B CN 102372012 B CN102372012 B CN 102372012B CN 201110181375 A CN201110181375 A CN 201110181375A CN 102372012 B CN102372012 B CN 102372012B
- Authority
- CN
- China
- Prior art keywords
- train
- mentioned
- location information
- speed
- information
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Abstract
The invention relates to a train control device and an overground device. The invention provides a train control device enabling trains running in high density. The train control device is provided with a wireless communication part sending position information of moving trains to the overground device and receiving deceleration critical information calculated based on the above position information calculated by the overground device from the overground device; a speed contrast graphic calculating part generating speed contrast graphics of the trains based on the above deceleration critical information; a speed contrast part controlling the braking of the trains and making the trains move in a range of the speed contrast graphic at the above speeds; and a period determining part calculating time needed by the train to travel a reference distance at the speeds when the above position information is about to sent and determining the calculated time to be a cycle period. The wireless communication part sends position information according to the above cycle period.
Description
The cross reference of related application
The application based on and require the Japanese patent application 2010-180302 (applying date: on August 11st, 2010), enjoy the interests of preceence according to this application.The application, with reference to this application, comprises the full content of this application.
Technical field
Embodiments of the present invention relate to train controller and overground installation.
Background technology
In order to prevent because chaufeur loses sight of the precarious position that signal etc. causes, and can safety traffic, there is a kind of train control system that train is controlled.
In such train control system, be that the speed of carrying out based on fixed blocking is controlled in the past.Described speed based on fixed blocking is controlled, and controls, and makes to exist when different in predefined block section more than 2 train.
According to speed based on fixed blocking, control, if train not and vacate interval more than block section between leading train, can not advance.And, consider secure context and coordinate vehicle that deceleration and stopping performance is minimum to design the length of its block section.Thereby, for the high vehicle of deceleration and stopping performance, cannot accomplish to give full play to travelling of the original performance of vehicle.
In resembling the train control system that the speed used in this wise based on fixed blocking controls, cannot become and the corresponding control one by one of the vehicle with various performance.In addition, block section becomes impairment and can not shorten the interval of travelling.In the train control system of controlling in the speed of having used based on fixed blocking, do not accomplish the control corresponding with various performance, and can not shorten the interval of travelling, therefore, high-speed and high-density operation becomes difficult thing.
Very strong to the requirement of high-speed and high-density operation in recent years, in order to tackle this requirement, replace the train control system based on fixed blocking and proposed a kind of train control system based on movable block.
Below, the train control system based on movable block is called to movable block formula train control system.
Movable block formula train control system is different from the train control system based on fixed blocking, is according to the position of each train or speed, to carry out the system of the speed control of each train.
Then, the Train Control about in movable block formula train control system, is briefly described.In movable block train control system, first, each train sends the location information of train etc. to overground installation.Then, overground installation stops (or deceleration) critical message according to the generations such as location information of the train of receiving from train, and is transferred to train.At this, described deceleration critical message means and lowers speed till the information of the indication of the speed (deceleration target velocity) on certain place (being called deceleration target location).The deceleration target velocity that stops critical message is 0.When train is received deceleration critical message from overground installation, the vehicle performance based on deceleration critical message, train and line slope, make braking figure (brake pattern) alone.The braking figure that train is made according to oneself carries out the speed of oneself and controls.At this, described braking figure is to have represented until the curve of the velocity variations of deceleration target location in order to reach deceleration target velocity on deceleration target location.Train, in the situation that having surpassed the shown speed of braking figure, is certainly employed braking and is controlled.
Resemble in this wise, in movable block formula train control system, the position relationship between each train basis and leading train or the performance of this train etc. are carried out the control of this train, therefore can individually set the interval with leading train.Just because of this, without interval is set more than necessity, can reduce the operation interval between train.Thereby, according to movable block train control system, compare with the train control system based on fixed blocking, expect high-speed and high-density operation.
In movable block formula train control system, between the bus equipment of each train and overground installation, use radio communication to carry out the exchange of information (above-mentioned deceleration critical message and train position information etc.).Carry out this information exchange according to each repetitive cycling time.And, according to each this repetitive cycling time, upgrade and brake figure.Thereby the repetitive cycling time of this information exchange affects Train Control precision to a great extent.If Train Control precision is good, more can carries out better high-speed and high-density and travel.
On the other hand, because radio communication midband is limited, therefore, when the information quantitative change that exchanges in control system is many, sometimes transmitting required time just increases, thereby the repetitive cycling time is elongated.For example, when moving the control accuracy at interval between train and when having increased the quantity of information that will transmit or having increased train number of units, the information quantitative change exchanging in control system is many in order to improve, transmission required time increases, thereby the repetitive cycling time is elongated.
Summary of the invention
It is a kind of by the control accuracy that prevents flowing through necessary above quantity of information and improve the train of speed that problem to be solved by this invention is to provide, and the train controller that can carry out the high density operation of each train.
The train controller that embodiment relates to comprises wireless communication part, speed contrast graphic operation portion, speed comparing part and cycle determination section.Wireless communication part sends the location information of the train travelling to overground installation, and receives from above-mentioned overground installation the deceleration critical message that above-mentioned overground installation goes out based on above-mentioned positional information calculation.Speed contrast graphic operation portion, based on above-mentioned deceleration critical message, generates the speed contrast figure of above-mentioned train.Speed comparing part is controlled the braking of above-mentioned train, and above-mentioned train is moved in the scope of above-mentioned speed contrast figure.When each above-mentioned location information will be sent out, cycle determination section calculates and travels the required time of reference range by the speed of above-mentioned train, by the above-mentioned Time dependent calculating, is repetition period.In addition, above-mentioned wireless communication part sends above-mentioned location information by above-mentioned repetition period.
According to the train controller of said structure, can carry out the high density operation of each train.
Accompanying drawing explanation
Fig. 1 is the figure that the structure example of the train control system that the first embodiment relates to is shown.
Fig. 2 is the precedence diagram that the action of the train control system that the first embodiment relates to is shown.
Fig. 3 is the figure that the example of the made speed contrast figure of train controller that the first embodiment relates to is shown.
Fig. 4 illustrates the figure of action flow chart that train controller that the first embodiment relates to determines to send the repetition period of train information.
Fig. 5 is the figure of structure that the variation of the train control system that the first embodiment relates to is shown.
Fig. 6 is the figure that the variation of the train control system that the first and the 3rd embodiment relates to is shown.
Fig. 7 is that the train controller relating to for the second embodiment determines the flow process for the repetition period of wireless transmission.
Fig. 8 is the figure that the example of controlling with the corresponding speed of train braking performance is shown.
The specific embodiment
Below, with reference to accompanying drawing, about embodiments of the present invention, describe.
(the first embodiment)
The structure example of the train control system that shown in Fig. 1, the first embodiment of the present invention relates to.The train control system of Fig. 1 comprise overground installation 12 and the train 10 that travels on track 13 in the train controller 11 of equipment.Overground installation 12 and train controller 11 communicate by wireless network.
Respectively one of train controller 11 and overground installation 12 has been shown in Fig. 1.But train control system generally includes a plurality of train controllers 11 and a plurality of overground installation 12.And configuration overground installation 12, at least can communicate with 1 overground installation 12 each train controller 11.
First the structure of train controller 11 is described.Train controller 11 is overground installation 12 to be sent to the device of the location information of train, if train speed comparatively fast just sends by shorter repetition period, if train speed just sends by longer repetition period slowly.
Train controller 11 possesses radio section 114 on speed power generation machine 111, speed distance calculating unit 112, cycle determination section 113, car, speed contrast graphic operation portion 115, speed comparing part 116 and antenna 117.
Speed power generation machine 111 detects the vehicle wheel rotational speed of train 10, output speed pulse.
The velocity pulse that speed distance calculating unit 112 receives from speed power generation machine 111, the speed of this train of consecutive operations 10 and traveling-position.
On car, radio section 114 communicates by antenna 117 and the ground radio section 121 of overground installation 12.On car, radio section 114 sends train information to overground installation 12, from overground installation 12, receives deceleration critical message.At this, train information is the information that at least comprises location information (the current driving position of this train 10).In addition, train information also comprises velocity information (the current driving speed of this train 10) or rail vehicle length sometimes.
The speed of cycle determination section 113 based on train 10, determines that on car, radio section 114 sends the repetition period of train information to overground installation 12.The determining method of repetition period is narrated later.
Speed contrast graphic operation portion 115 for example, carries out the generation of speed contrast figure according to the vehicle performance (deceleration and stopping performance) of the deceleration critical message receiving from overground installation 12 and this train 10.About deceleration critical message and speed contrast figure, narrate later.
The speed contrast figure that speed comparing part 116 generates based on speed contrast graphic operation portion 115 carries out the control of train 10.Specifically, the current driving position and the speed that speed are contrasted to figure and train 10 compare, in the situation that the speed of train 10 has surpassed speed contrast figure, the brake control section output braking instruction to not shown, makes brake control section brake control.
Antenna 117 communicates with the antenna 124 of overground installation 12.
The following describes the structure of overground installation 12.
Overground installation 12 possesses radio section 121, online management portion 122, deceleration critical message operational part 123 and antenna 124 on the ground.
Radio section 121 communicates by radio section 114 on the car of antenna 124 and train controller 11 on the ground.Radio section 121 receives train information from train controller 11 on the ground, and train controller 11 is sent to deceleration critical message.
The train informations such as position that online management portion 122 aligns each train 10 on track 13 manage.Online management portion 122, when receiving train information by ground radio section 121, upgrades train information.
Deceleration critical message operational part 123 train informations according to online management portion 122 calculate deceleration critical message.About deceleration critical message, narrate later.
Antenna 124 communicates with the antenna 117 of train controller 11.
Fig. 2 is the precedence diagram that the action of the train control system that the first embodiment of the present invention relates to is shown.Use Fig. 2 below, the processing that the train controller 11 in the train control system relating to about embodiments of the present invention and overground installation are 12 describes.
First, the velocity pulse that the speed distance calculating unit 112 in train controller 11 receives from speed power generation machine 111, the speed of this train of consecutive operations 10 and traveling-position.Having, calculate the speed (hereinafter referred to as velocity information) of this train 10 and the method for traveling-position (hereinafter referred to as location information) is not limited to this, can be also the method for for example utilizing GPS to calculate.
On car, radio section 114 sends and comprises location information that speed distance calculating unit 112 calculates and velocity information and Vehicle length at interior train information (S101).On car, radio section 114 makes after train information becomes specific frame format form, implements modulation treatment, D/A conversion and wireless signal is processed to necessity of the frequency conversion of assigned frequency etc., then by antenna 117, to overground installation 12, sends.Have again, suppose the repetition period that cycle that radio section 114 on car sends from train informations to overground installation 12 determines in accordance with cycle determination section 113 described later.The detailed content of the processing of cycle determination section 113 decision repetition periods is narrated later.
On the other hand, the ground radio section 121 of overground installation 12, by antenna 124, receives train information from train controller 11.Then, on the ground radio section 121 is implementing, after necessity of the frequency conversion of base band and A/D conversion etc. is processed, to carry out demodulation process to the train information receiving.Its result, radio section 121 obtains the train information (location information and moving velocity information and Vehicle length) sending from train controller 11 on the ground.Have again, each repetition period that overground installation 12 determines according to train controller 11 separately, a plurality of train controllers 11 that exist from track 13 respectively receive train informations.The each train information that receives of radio section 121, just notifies to online management portion 122 on the ground.
Online management portion 122 is managing the information such as the location information, velocity information, Vehicle length of each train 10 on track 13 just.While notifying the new train information of each train 10 from ground radio section 121, online management portion 122 all upgrades (S102) to the location information of this train 10 and velocity information at every turn.
The deceleration critical message operational part 123 of overground installation 12, when having received train information by ground radio section 121, calculates for the deceleration critical message (deceleration target velocity and deceleration target location) of this train 10 (S103).Have, deceleration critical message calculating part 123 also can replace deceleration target location and calculate deceleration target range again.In this situation, deceleration critical message is deceleration target velocity and deceleration target range.Deceleration critical message operational part 123, according to the train information of online management portion 122, calculates deceleration critical message.For example, the end position of deceleration critical message operational part 123 based on leading train management in online management portion 122, that obtain according to the location information of leading train and Vehicle length and the location information (traveling-position) of this train, calculate this train and must reach the deceleration target velocity of setting at least to which position (place).
At this, the place that this train must reach deceleration target velocity is deceleration target location.Have, deceleration target velocity is usually made as 0km/h again.Have, deceleration critical message operational part 123, when calculating deceleration critical message, is not only used the end position of leading train and the location information of this train again, can also operating speed limits value etc. other information suitably calculate.
After the deceleration critical message that the ground radio section 121 of overground installation 12 calculates at the critical message operational part 123 that makes to slow down becomes specific frame format form, implement modulation treatment, D/A conversion and process to necessity of the frequency conversion of assigned frequency etc., and to train controller 11, sending (S104) by antenna 124.
On the car of each train controller 11,114 pairs of overground installations of radio section 12 send after train information, receive the deceleration critical message of relevant this train 10.
Speed contrast graphic operation portion 115 for example, carries out the generation of speed contrast figure according to the vehicle performance (deceleration and stopping performance) of the deceleration critical message receiving and this train 10.Specifically, speed contrasts graphic operation portion 115 and considers that deceleration and stopping performancies carry out formation speed contrast figure, and this speed contrast figure can make to complete in the place that is no more than the deceleration target location of notifying from overground installation 12 the speed control (S105) that reaches deceleration target velocity.One example of the contrast of speed shown in Fig. 3 figure.As shown in Figure 3, speed contrast figure is in order to become deceleration target velocity in deceleration target location, to have stipulated the figure of the relation of the Position And Velocity from current location to deceleration target location.
Speed comparing part 116 contrasts by speed current driving position and the speed that graphic operation portion 115 obtains speed contrast figure and this train 10 and compares, in the situation that train speed has surpassed speed contrast figure, brake control section output braking instruction to not shown, makes brake control section brake control (S106).Speed contrast figure by accordance with obtaining as described above, just can carry out the speed of this train 10 and control, and makes to complete in the situation that each train 10 is not crossed deceleration target location until the speed of deceleration target velocity is controlled.At this, when speed contrast graphic operation portion 115 computation speeds contrast figure, also can maintain in advance the data bank that comprises the running route gradient etc., except oneself vehicle performance, also according to grade information, come computation speed to contrast figure.By doing like this, just can carry out the making of the speed contrast figure that precision is higher.
As explained above ground, in the train control system of present embodiment, it is unit that overground installation 12 and a plurality of train controller 11 be take the repetition period that each train controller 11 calculated, and repeatedly carries out the transmitting-receiving of train information and deceleration critical message.That is, in each train 10, train information is different with the transmitting-receiving frequency of deceleration critical message.The example of T1, T2 is shown as repetition period in Fig. 2.Like this, the speed of the train 10 of repetition period when sending train information and changing.
At this, in the present embodiment, access control scheme when 11 pairs of overground installations of each train controller 12 send train information is used decentralized access control scheme.Thereby each train controller 11 carries out the transmission of train information according to the repetition period determining in this device.That is, each train controller 11 does not need overground installation 12 to notify the cycle determining in this device, but need only the access control of carrying out according to the self-determining cycle, carries out the transmission of train information.In decentralized access control scheme, because each train 10 self-discipline ground send access control dispersedly, therefore, install on the ground the transmission cycle that does not need to know each train controller 11 in 12.Having, there is (the Carrier Sense Multiple Access/Collision Avoidance: carrier sense multiple access/prevent from colliding) mode and random access mode etc. such as CSMA/CA in decentralized access control scheme again.
Below, about each train controller 11, determine that the method for the repetition period of transmission train information describes.Fig. 4 illustrates the diagram of circuit of processing method that train controller 11 determines to send the repetition period of train informations.
When every less important transmission train information, the cycle determination section 113 of each train controller 11 decides the repetition period that sends train information in accordance with the diagram of circuit shown in Fig. 4.
The current driving speed of cycle determination section 113 based on train 10 and in order to determine repetition period predefined reference range (Xm), determine repetition period.Detailed content is below described.At this, suppose that reference range (Xm) is the value of having stipulated in train control system.
First, the cycle determination section 113 of train controller 11 is used the current driving speed of train 10, calculates the reference range Xm required time (S201) that travels.Suppose that this time calculating is repetition period.Then the time meter (not shown) of the time that, 113 settings of cycle determination section calculate (S202).At this, suppose that time meter is built-in parts of cycle determination section 113 for example.Then, when through repetition period and timer time then, the timing of arriving at timer time (S203), on car, 114 pairs of overground installations of radio section 12 send train informations (S204).Then, cycle determination section 113 at timer time then, reuse timer time to timing on moving velocity, calculate the reference range Xm required time (S201) that travels.Below repeat above processing.
At this, the moving velocity using for the computation cycles cycle, can be that repetition period calculates moving velocity constantly, can be also the average ground speed in previous circulation time.The moving velocity that this moving velocity is used aforesaid speed distance calculating unit 112 to calculate.
As described above, train controller 11, using required time of the reference range that travels as 1 repetition period, carries out the transmission of train information repeatedly.Each train running speed is different, and train moving velocity separately also changes.Thereby according to the velocity variations of each train and each train, repetition period changes.That is, in the situation that considering with certain certain hour, the train that moving velocity is faster, the frequency that sends train information is higher, on the other hand, and the train that moving velocity is slower, the frequency that sends train information is lower.
In the past, the every certain hour repetition period of each train sent the train information of this train.In this situation, in the slow situation of travelling, no matter whether location information contained in the train information of notifying while sending train information last only changes little by little, all sends train information.But, general in the situation that change in location is less, even if the viewpoint of following the trail of from train consideration all thinks that the importance of frequent transmission train information is lower.
In the train controller 11 of present embodiment, reduce the train information transmission frequency sending from the slower train of moving velocity, even if do not exist position almost there is no to change the situation of the train information that also sends this train.Thereby, as train control system, can prevent the increase of necessary above transinformation.In addition,, for moving velocity train faster, the transmission frequency of train information increases.Thereby, for moving velocity train faster, and compared in the past, can utilize the train of less miles of relative movement to follow the trail of (renewal of location information), can carry out high-precision control.By making in this wise to carry out train speed control according to train running speed, become possibility, thereby can realize high density operation more.
In addition,, in the train control system of present embodiment, advance reference range Xm at every turn and upgrade the train information of each train.On the other hand, in the past, because every certain hour sends train information, therefore, according to the speed of each train, often advanced different distance and upgraded the train information of each train.Thereby, the danger of the distance that clashes with leading train of having travelled in the middle of the certain hour of the train in the past with speed before train information upgrades.But, in the train control system of present embodiment, because the reference range Xm that advances upgrades train information at every turn, therefore, by stipulated standard distance X m rightly, thereby can guarantee rightly the distance between each train, can upgrade train information again.Its result, can guarantee distance between each train and guarantee the control of safety.
Have again, in the train control system of present embodiment, the deceleration critical message computation speed contrast figure of train controller 11 based on receiving from overground installation 12, but can be also overground installation 12 computation speed contrast figures.Fig. 5 is the figure of variation 1 that the train control system of the first embodiment is shown.Install on the ground in the situation of 12 computation speed contrast figures, as shown in Figure 5, become overground installation 12 and possess speed contrast graphic operation portion 125, and train controller 11 does not possess the structure of speed contrast graphic operation portion 115.And overground installation 12 is for example being stored the vehicle performance of each train in online management portion 122.And overground installation 12 is according to the vehicle performance of storage and the deceleration critical message computation speed contrast figure calculating.And radio section 121 does not send deceleration critical message on the ground, and transmission speed contrast figure.At train controller 11, by antenna 117, while receiving speed contrast figure with radio section on car 117, speed comparing part 116 is carried out speed contrast according to the speed contrast figure obtaining.According to the train control system of variation, the structure of train controller 11 becomes more easy structure.
In addition, in the train control system of present embodiment, train controller 11 determines to send the repetition period of train information, but can be also that overground installation 12 determines.Fig. 6 is the figure of variation 2 that the train control system of the first embodiment is shown.Install on the ground in the situation of 1 decision repetition period, as shown in Figure 6, become overground installation 12 and possess cycle determination section 126, and train controller 11 does not possess the structure of cycle determination section 113.And, the velocity information that comprises train among the train information that 11 pairs of overground installations of train controller 12 send.The cycle determination section 113 of overground installation 12 determines repetition period according to the velocity information of receiving and reference range.And the ground radio section 121 of overground installation 12 is that cycle information sends to train controller 11 together with deceleration critical message by comprising repetition period in interior information.At train controller 11, by antenna 117, while receiving cycle information with radio section on car 117, according to the repetition period comprising in cycle information, send next train information.The cycle determination section 126 of overground installation 12 determines the method for repetition period based on velocity information and reference range, the same method of method of using the cycle determination section 113 with train controller 11 to carry out just can accomplish, description will be omitted.According to the train control system of variation, the structure of train controller 11 becomes more easy structure.
In addition, in the train control system of present embodiment, train controller 11 to overground installation 12 sent comprise location information, velocity information and number of vehicles in interior information as train information, but train information is not limited to this information.That is, train controller 11 at least sends location information as train information.About number of vehicles, for example, at each train for the first time to overground installation 12 train notified information in the situation that or in the vicissitudinous situation of number of vehicles of train, train controller 11 is notified.About velocity information, train controller 11 not necessarily needs to send.But, as explanation in variation 1, installing on the ground in the situation of 12 formation speed contrast figures, train controller 11 need to also comprise velocity information and notify in train information.In addition, as variation 2 explanation, install on the ground 12 decision train controllers 11 and send in the situation of repetition period of train informations, need in train information, also comprise velocity information.
In addition, in the train control system of present embodiment, train controller 11 calculates and travels the required time of reference range Xm, and the time that this is calculated sends train information as 1 repetition period.But train controller 11 also can become and not calculate repetition period, but the reference range Xm that at every turn travels just sends the structure of train information.In a word, train controller 11 is that the time of the reference range Xm that travels is sent to train information as 1 circulation.
In addition, in the train control system of present embodiment, train controller 11 is according to train speed and reference range Xm, and the time of the reference range Xm that travels is sent to train information as 1 repetition period.But so long as moving velocity is faster, train controller 11 more improves the transmission frequency of train information, can the time of the reference range Xm that travels by moving velocity not sent to train information as 1 repetition period yet.For example, cycle determination section 113 that also can train controller 11 possesses the table of the transmission cycle of regulation train running speed and the train information corresponding with speed, uses this voting to determine repetition period.
Have again, for example, by using general computer installation as basic hardware, also can realize train controller 11.; by making to carry the treater executive routine in above-mentioned computer installation, can realize radio section 114 on speed power generation machine 111, speed distance calculating unit 112, cycle determination section 113, car, speed contrast graphic operation portion 115, speed comparing part 116 and antenna 117.At this moment, can in computer installation, realize train controller 11 by said procedure is arranged in advance, also can or distribute said procedure through network by storage in the storage mediums such as CD-ROM, and this program is suitably installed in computer installation, realize train controller 11.
In addition, for example, by using general computer installation as basic hardware, also can realize overground installation 12.That is,, by making to carry the treater executive routine in above-mentioned computer installation, can realize radio section 121, online management portion 122, deceleration critical message operational part 123 and antenna 124 on the ground.At this moment, can in computer installation, realize overground installation 12 by said procedure is arranged in advance, also can or distribute said procedure through network by storage in the storage mediums such as CD-ROM, and this program is suitably installed in computer installation, realize overground installation 12.In addition, can suitably utilize storage mediums such as memory device internal or external in above-mentioned computer installation, hard disk or CD-R, CD-RW, DVD-RAM, DVD-R etc. to realize online management portion 122.
(the second embodiment)
Below, the train control system relating to about the second embodiment describes.Secondary series vehicle control, train controller, overground installation structure is separately identical with the structure shown in Fig. 1.Thereby, below use Fig. 1, the train control system that the second embodiment is related to describes.
In the train control system relating at the second embodiment, the train control system relating to from the first embodiment is different, the cycle determination section 113 of train controller 11 in the situation that the transmission cycle of the train information calculating be greater than specific time threshold value, using this time threshold as repetition period, in the transmission cycle calculating in the situation that specific time threshold value is following, using the transmission cycle calculating as repetition period.On car, radio section 114 sends train information by the repetition period determining like this.That is the train control system that, present embodiment relates to is the example that is provided with the transmission cycle upper limit of train information.The function of other each structures with in the first embodiment, illustrate identical, therefore description thereof is omitted.
Fig. 7 is the diagram of circuit that the action of the train controller 11 that the second embodiment relates to is shown.Below use Fig. 7 that the action of the train controller 11 that the second embodiment relates to is described.
First, the cycle determination section 113 of train controller 11 and the first embodiment similarly calculate and travel reference range Xm required time (cycle T) (S301) by the current driving speed of train.Then, cycle determination section 113 carries out the comparison (S302) of the magnitude relationship of the cycle T that calculates in S301 and predefined time threshold T '.
In the cycle T calculating ("Yes" of S302) in the situation that time threshold T ' is following, cycle determination section 113 is set the cycle T that calculates similarly to Example 1 as time meter (S303A).When through the cycle T that calculates and timer time then (S304), on car, 114 pairs of overground installations of radio section 12 send train informations (S305).On the other hand, in the situation that the cycle T calculating is greater than time threshold T ' ("No" of S302), setting-up time threshold value T ' is as time meter (S303B).As elapsed time threshold value T ' and timer time then (S304), on car, 114 pairs of overground installations of radio section 12 send train informations (S305).And on car, radio section 114, when sending train information, or after transmission, is reused the moving velocity computation period T (S301) in this moment, and the comparison (S302) of the cycle T calculating and time threshold T '.Repeat in this wise the processing of S301 to S305.
Then the effect, producing as the transmission cycle upper limit of train information about setup times threshold value T ' in embodiments of the present invention and describing as the preferred value of time threshold T '.
The train control system that embodiments of the present invention relate to substantially (situation of cycle T below threshold value T ') is identical with the first embodiment, and the cycle calculating based on moving velocity according to each train sends train information.On the other hand, in the situation that cycle T has surpassed the upper limit (time threshold T '), the transmission of train information is not according to cycle T, but sends according to the repetition period of time threshold T '.This point is the point different from the first embodiment.By doing like this, train controller 11 does not send train information according to the repetition period of overtime threshold value T '.Its advantage is below described.
For example, in the situation that train is just being parked in station platform etc. and locates, the reference range Xm required time (T) that advances that train controller calculates becomes in fact Infinite Time.In addition, even in the situation that train does not stop, carry out close to stop low speed driving time, the reference range Xm that advances may need the necessary above very large time.Under these circumstances, train controller 11 calculates very large value as cycle T, thereby overground installation 12 is not sent to train information between long-term.
In having used the movable block train control system of radio communication, even if train is travelling and is carrying out in the situation from the transmission of the location information of train controller 11, thereby also can consider because there is the bag mistake of radio communication and in overground installation 12, can not correctly receive the situation that location information is not updated, or due to failure and other reasons, not send the situation of location information.The location information of the train that under these circumstances, overground installation 12 is managed is not just updated in certain hour.And under these circumstances, departing from appears in the train position that actual train driving position and overground installation 12 are managed, overground installation 12 cannot be accomplished the correct and safe Train Control of the location information based on each train.In order to prevent to carry out the situation of safe Train Control, sometimes use the overground installation 12 of the running train control system of radio communication to possess and more than train controller 11 certain hours from same train, do not notified the situation of location information to judge as " train position forfeiture ", and stopped the function of whole train operation.
Originally, because of above-mentioned accident, overground installation 12 is in the system from more than same train certain hour not notifying the situation of location information to judge and lose into train position.In the train control system of the present embodiment, because be the train control system of carrying out according to the cycle of having used moving velocity, be therefore the system that prevents from being judged as " train position forfeiture ".
That is,, in the train control system of present embodiment, by time threshold T ' is sent to train information as the upper limit, in the situation that simple cycle based on train running speed is very large, can tackles and be unlikely to become " train position forfeiture ".For example, owing to also at least sending location information according to the cycle of time threshold T ' in the situation that train stops, therefore can prevent overground installation 12 to be judged as " train forfeiture ".
Therefore,, in the train control system of the present embodiment, the value of time threshold T ' is used and is at least less than the value that overground installation 12 is identified as the time of " train position forfeiture ".
Above, according to the train control system of present embodiment, can prevent train control system because former beyond accident causation thereby be judged as " train position forfeiture " and stop the situation of full train operation.
(the 3rd embodiment)
Below, the train control system relating to about the 3rd embodiment describes.The train control system that the 3rd embodiment relates to is not the access control disperseing according to the self-discipline of using in the first embodiment, but according to the access control of the common control system of overground installation 12, carry out from the transmission of the train information of train controller 11.That is the train control system that, the first embodiment relates to is train controller 11 in accordance with take the restrain oneself mode of transmission of the train information that carries out dispersedly this train of repetition period that moving velocity determines as basis.But, in the train control system relating at the 3rd embodiment, according to the access control scheme of common control system, carry out the transmission of train information.Specifically, the transmission cycle of the train information that overground installation 12 calculates based on each train controller 11, dispatches by this train information of which timed sending each train 10.
In the present embodiment, as the access control scheme of centralized control type, take and used TDMA (Time Division Multiple Access: time division multiple access) situation of mode describes as example.
In the access control scheme disperseing in self-discipline, the timing that train controller 11 judges by oneself is to overground installation 12 train notified information, with respect to this, in the situation that the access control scheme of centralized control type, it is the method regularly of transmission of overground installation 12 train information of controlling each train controllers 11.More particularly, overground installation 12 carries out the scheduling regularly of transmission of the train information of each train controller 11, and each train controller 11 carries out the transmission of train information according to this scheduling.
The structure of each device of the train control system relating to about the 3rd embodiment below describes.The structure of each device of the train control system that the 3rd embodiment relates to is identical with the structure of Fig. 1 explanation, therefore uses Fig. 1 to describe.Below, the structure of each device of the train control system relating to about the 3rd embodiment, only illustrates the difference in functionality illustrating in embodiment 1, and about identical function, description thereof is omitted.
Overground installation 12, when the scheduling regularly of transmission of train information of carrying out each train controller 11, needs to be grasped the transmission cycle of the train information that train controller 11 calculates.
Therefore, radio section 114 on the car of the train controller 11 of each train, the cycle information of the repetition period that notification package calculates containing cycle determination section 113 together with train information.At this, so-called cycle information is cycle determination section 113 time that calculate, that travelled and needed in the situation of reference range by current driving speed for example.
When the ground radio section 121 of overground installation 12 is received train information and cycle information at the train controller 11 from each train, the cycle information based on each train controller 11 etc., carry out the timeslot scheduling to each train controller 11.As timeslot scheduling, radio section 121 specifically carries out the distribution that each train should send the time slot of next train information on the ground.At this, go up hypothetically timeslot scheduling that radio section 12 carries out and be overground installation 12 and can receive from the train information of each train controller 11 and meet the scheduling of the cycle information of receiving from each train controller 11.
Radio section 121 is notified as control slot the distribution gap information of distributing to each train to each train controller 11 on the ground.
When radio section 114 receives control slot from overground installation 12 on the car of the train controller 11 of each train, can grasp the timing of the next train information that sends this train.On the car of each train controller 11, radio section 114, send train information and the cycle information in this moment with the slot timing of the distribution time slot from overground installation 12 notices.At this, this cycle information is to determine that for overground installation 12 train controller 11 sends the information of the timing of next train information.
In the control system relating in present embodiment, can reach the effect same with the first embodiment, and, because the centralized control with overground installation 12 as described above carries out radio communication, therefore can be by regularly implementing more accurately communicating by letter of overground installation 12 and 11 of each train controllers, it is easy that the control of train control system becomes.
Having, notify the method for the cycle information sending from 11 pairs of overground installations of each train controller 12 and the distribution time slot sending from 12 pairs of each train controllers of overground installation 11, can be any mode.For example, the ground radio section 121 of the overground installation 12 of present embodiment can be used specific time slot (control slot) to send distribution slot timing as described above, but also can, when the deceleration critical message sending, together with distributing slot timing, each train controller 11 be notified.
In addition, in the present embodiment, as common control system, TDMA (the Time Division Multiple Access) mode of take is illustrated as example, but so long as common control system, other modes also can.
(variation 1)
The following describes the variation of the train control system that the variation of the 3rd embodiment relates to.
The train control system that the variation of the 3rd embodiment relates to is identical with the train control system structure shown in Fig. 6.Therefore, use Fig. 6 to describe.
The train control system that the variation of the 3rd embodiment relates to is central control system, and the train control system illustrating in the function of each structure and the 3rd embodiment is basic identical.But, in the train control system that the variation of the 3rd embodiment relates to, overground installation 12 in cycle determination section 126, the velocity information computation cycles cycle based on from each train controller 11 notices.And the ground radio section 121 of overground installation 12 be take the repetition period that calculates in this device as basis, uses the method identical with said method to carry out the timeslot scheduling to each train, and carries out the distribution that each train should send the time slot of next train information.The time slot of each train based on receiving from overground installation 12 sends the processing of train information, identical with the method illustrating in the 3rd embodiment.
In this situation, the train information as train controller 11 notices to overground installation 12, includes velocity information.
And the cycle determination section 126 of overground installation 12, when receiving train information from train controller 11, based on velocity information, determines that train controller 11 sends the repetition period of train information.Specifically, cycle determination section 126 travels the speed of the contained velocity information of the train information according to receiving the required time of reference range Xm, as 1 repetition period.Overground installation 12 for example with calculate deceleration critical message computation cycles cycle concurrently.Cycle determination section 126 determines all after dates, and notice is given radio section 121 on the ground.When ground radio section 121 is received the repetition period of each train controller 11 from cycle determination section 126, carry out the timeslot scheduling to each train controller 11.Radio section 121 carries out timeslot scheduling on the ground, to meet the repetition period of each train controller 11.
Afterwards, 121 pairs of train controllers 11 of radio section are notified determined timeslot scheduling, the timeslot scheduling train notified information of train controller 11 based on receiving on the ground.This implementation method is identical with the method for the 3rd embodiment explanation, and therefore description thereof is omitted.
The train control system relating to according to this variation, due to the moving velocity of overground installation 12 based on from each train notice, determines dispatching cycle separately, therefore, in each train controller 11, does not need cycle determination section 113, can become easy structure.
In addition, the train control system relating to according to this variation, can reach the same effect of train control system relating to the first, the 3rd embodiment.
(the 4th embodiment)
The following describes the train control system that the 4th embodiment relates to.The 4th train control system, train controller, overground installation structure are separately identical with the structure shown in Fig. 1.Therefore, below use Fig. 1, the train control system that the 4th embodiment relates to is described.
In the train control system relating at the 4th embodiment, different from the train control system of the first embodiment, the cycle determination section 113 of train controller 11 determines the reference range that the transmission of train information was used during the cycle, as train control system, all do not use a value, but according to route, constantly, vehicle performance sets different values.Use reference range to determine the processing of repetition period and determine repetition period and send the processing etc. of train information, identical with the first embodiment, therefore description thereof is omitted.
First reference range is described according to route and different situations.
In the train control system relating at the 4th embodiment, every route is determined to reference range.For example, according to the train operation density of every route, decide.That is, implement the route that high density is travelled, more shorten reference range.Have again, when every route is determined to reference range, not only according to the train operation density of each route, also can also according to the train number of units of the transmission quantity of the information of transmitting or overground installation 12 management, decide reference range in train control system.At this, so-called route is the line that links departure place and destination.For example, be assumed to be predefined certain interval of the track that train walks.In addition the in the situation that of the parallel existence of two tracks, can be also different separately routes by each track difference.
At this, illustrate when every route is determined to reference range, implement the reason that route that high density travels more shortens reference range.When shortening reference range, because send the corresponding increase of frequency of train information from train controller 11 to overground installation 12, the precision that train is followed the trail of also improves.And the route that requires high density to travel, more requires the precision that this train is followed the trail of to improve.Therefore, preferably implement the route that high density is travelled, more shorten reference range.
For example, 12 pairs every route management standard distance of overground installation, and notify the train controller 11 to the train travelling by this reference range on each route, the cycle determination section 113 of train controller 11 is set the reference range that notice arrives.Have, the method that the cycle determination section 113 of each train controller 11 is set reference range is not limited to the method again.
(variation 1)
The following describes the train control system that the variation 1 of the 4th embodiment relates to.The train control system that the 4th embodiment relates to, train controller, overground installation structure are separately identical with the structure shown in Fig. 1.Therefore, below use Fig. 1, the train control system that the variation 1 of the 4th embodiment relates to is described.
In the train control system that the variation 1 of the 4th embodiment relates to, cycle determination section 113 for train controller 11 determines the reference range that the transmission of train information was used during the cycle, not only according to every route change reference range, and also according to the time, bringing change reference range in same route, this point is different from the train control system of the 4th embodiment.
In the train control system that the variation 1 of the 4th embodiment relates to, not only according to every route, change reference range, but also bring change reference range according to each route, time.Specifically, according to the train driving density of each time band, decide reference range.That is, even in same route, the time band that high density is travelled is set reference range littlely, and the time band that lower density travels is set reference range more significantly.
For example, about this reference range, overground installation 12 is being managed with each time and is being with corresponding reference range according to every route.This reference range is set as, carries out the time band that high density is travelled, reference range is shorter.And, for example, can utilize operation schematic diagram to grasp the density of travelling in each time band.
And, at time band, changing and reference range need to change in the situation that, overground installation 12 notices are given the train controller 11 of the train of exercising on each route, cycle determination section 113 changes of train controller 11, set the reference range that notice arrives.Have again, the method that the cycle determination section 113 of each train controller 11 is set reference range can not be also the method for notifying from overground installation 12, but each train controller 11 self-managements with each time and be with the methods such as corresponding reference range, be not limited to the method.
Below explanation not only changes reference range to every route, but also according to time band, changes the effect of reference range.About the density of travelling of train, even in same route, in the time band when Shi Hefei peak, peak, the operation columns of train is also different, carries out high density and travel during peak.While therefore requiring peak, carry out more high-precision Train Control.And as previously mentioned, reference range is shorter, train controller 11 high-frequency is gone up device 12 transmission train informations ground-to-ground, can carry out the Train Control that precision is high.Thereby, preferably according to time band, change reference range.
In addition,, due to whole the change greatly of cycle of each train by setting significantly reference range, therefore can cut down the traffic of transmission over radio.According to every route, reference range is being set as to one regularly, is considering that the situation of the time band of supposing that for safety high density is travelled is set reference range.But, in this situation, if do not send train information according to the transmission cycle of trying to achieve with this reference range in carrying out the time band that high density travels, implemented transmission more than precision prescribed.Therefore, by not carrying out the time band that high density travels, in the scope that meets Train Control precision prescribed, set significantly reference range, can cut down transmission information amount.And, can in Radio Resource, produce corresponding surplus along with cutting down transmission information amount.Thereby and the corresponding part of the surplus producing in Radio Resource just can be between train controller 11 and overground installation 12 be utilized during other information of transmission over radio, such as using in the communication of using at database update etc., and sending again in the number of times upper limit etc. in increasing transmission over radio utilized.
That is,, in this variation, by each time band according to every route, make reference range variable, thereby the Train Control that can be more suitable for can be carried out the high density of the train in train control system and be travelled.
(variation 2)
The following describes the train control system that the variation 2 of the 4th embodiment relates to.The train control system that the variation 2 of the 4th embodiment relates to, train controller, overground installation structure are separately identical with the structure shown in Fig. 1.Therefore, below use Fig. 1, the train control system that the variation 2 of the 4th embodiment relates to is described.
In the train control system that the variation 2 of the 4th embodiment relates to, cycle determination section 113 for train controller 11 determines the reference range that the transmission of train information was used during the cycle, not only, according to every route is changed, also according to the deceleration and stopping performance of each train, change.That is, the train that deceleration and stopping performance is high more increases reference range, and the train that deceleration and stopping performance is low more shortens reference range.
For example, about this reference range, overground installation 12 is being managed and the corresponding reference range of the train travelling on each route according to every route.This reference range is set as, the low train of deceleration and stopping performance, reference range is shorter.And, can easily grasp according to car type of each train etc. the deceleration and stopping performance of each train.
And overground installation 12 notifies the corresponding reference range of the deceleration and stopping performance with each train to train controller 11, the cycle determination section 113 of train controller 11 is set the reference range that notice arrives.Have again, the method that the cycle determination section 113 of each train controller 11 is set reference range can not be also the method for notifying from overground installation 12, but each train controller 11 self-managements and the methods such as the corresponding reference range of deceleration and stopping performance, be not limited to the method.
Below explanation not only changes reference range according to every route, also according to deceleration and stopping performance, changes the effect of reference range.
The example of controlling with the corresponding speed of deceleration and stopping performance of train shown in Fig. 8.As shown in Figure 8, the high train of deceleration and stopping performance, reduction of speed is to deceleration target velocity more rapidly.Therefore,, in the situation that 2 different trains of the brake accuracy of train travel with same speed, the low train of deceleration and stopping performance, more need to control in the timing enforcement speed of doing sth. in advance.Therefore the precision that the train that, deceleration and stopping performance is low more requires train to follow the trail of.And as previously mentioned, reference range is shorter, train controller 11 high-frequency sends train information to overground installation 12, can carry out the Train Control that precision is high.On the other hand, by for the higher train of deceleration and stopping performance, the train lower with deceleration and stopping performance compared and in the scope of precision that meets the demands, set significantly reference range, can cut down transmission information amount.Therefore, preferably according to deceleration and stopping performance, change reference range.And, can in Radio Resource, produce corresponding surplus along with cutting down transmission information amount.Thereby and the corresponding part of the surplus producing in Radio Resource can improve the transmission frequency of train information in the situation that needing high precision to control between train controller 11 and overground installation 12.Its result, more highdensity travelling becomes possibility.Above, according to the train control system of this variation, by making reference range variable according to deceleration and stopping performance, the Train Control that just can be more suitable for, can carry out the high density of the train in train control system and travel.
Have again, in this variation, according to the deceleration and stopping performance of route and train, decide reference range, but also can further combine with variation 1, according to the deceleration and stopping performance of route and train and time band, decide reference range.
Above, the train control system relating to according to the 4th embodiment, the renewal frequency that can compatibly cut down train information in the low situation of the accuracy requirement of Train Control, and in the situation of precision that requires Train Control, improve the renewal frequency of train information, can provide a kind of alerting ability strong and be conducive to shorten the system at the operation interval between each train.
Several embodiment of the present invention has more than been described, but these embodiments are to point out as an example, are not to want to limit invention scope.These embodiments can be implemented by other various modes, can in the scope that does not depart from inventive concept, carry out various omissions, displacement, change.These embodiments and distortion thereof are included in invention scope and purport, and are included in the invention of recording in claims and in the scope being equal to.
Claims (12)
1. a train controller, is characterized in that, possesses:
Wireless communication part, sends the location information of the train travelling, and receives from above-mentioned overground installation the deceleration critical message that above-mentioned overground installation goes out based on above-mentioned positional information calculation to overground installation;
Speed contrast graphic operation portion, based on above-mentioned deceleration critical message, generates the speed contrast figure of above-mentioned train;
Speed comparing part, controls the braking of above-mentioned train, and above-mentioned train is moved in the scope of above-mentioned speed contrast figure; With
Cycle determination section, when each above-mentioned location information will be sent out, calculates and travels the required time of reference range by the speed of above-mentioned train, by the above-mentioned Time dependent calculating, is repetition period,
Above-mentioned wireless communication part sends above-mentioned location information by above-mentioned repetition period.
2. train controller according to claim 1, is characterized in that,
Above-mentioned cycle determination section in the situation that the above-mentioned time calculating surpass the threshold time of regulation, above-mentioned threshold time is determined as above-mentioned repetition period, in the above-mentioned time calculating, in the situation that above-mentioned threshold time is following, by the above-mentioned Time dependent calculating, be above-mentioned repetition period
Above-mentioned wireless communication part sends above-mentioned location information by above-mentioned repetition period,
Above-mentioned threshold time was identified as by above-mentioned overground installation below the time of train forfeiture.
3. train controller according to claim 2, is characterized in that,
Train operation density is larger, and said reference distance is set to shorter distance.
4. train controller according to claim 2, is characterized in that,
The deceleration and stopping performance of the train of controlling is lower, and said reference distance is set to shorter distance.
5. train controller according to claim 3, is characterized in that,
Above-mentioned wireless communication part is centralized control type mode to the access control scheme of above-mentioned overground installation,
Overground installation is sent and to comprise repetition period that above-mentioned cycle determination section determines at interior cycle information,
When above-mentioned overground installation receives above-mentioned cycle information from a plurality of train controllers, above-mentioned repetition period based on above-mentioned a plurality of train controllers, the timing that above-mentioned a plurality of train controllers are sent respectively to above-mentioned location information is dispatched, to each transmissions of above-mentioned a plurality of train controllers, comprise timing that above-mentioned train controller sends its location information at interior timing information
When receiving above-mentioned timing information by above-mentioned wireless communication part, by the above-mentioned location information of above-mentioned timed sending.
6. a train controller, is characterized in that, possesses:
Wireless communication part, sends the location information of the train travelling, and receives from above-mentioned overground installation the speed contrast figure that above-mentioned overground installation goes out based on above-mentioned positional information calculation to overground installation;
Speed comparing part, controls the braking of above-mentioned train, and above-mentioned train is moved in the scope of above-mentioned speed contrast figure; With
Cycle determination section, when each above-mentioned location information will be sent out, calculates and travels the required time of reference range by the speed of above-mentioned train, by the above-mentioned Time dependent calculating, is repetition period,
Above-mentioned wireless communication part sends above-mentioned location information by above-mentioned repetition period.
7. a train controller, is characterized in that, possesses:
Wireless communication part, sends the location information of the train travelling, and receives from above-mentioned overground installation the deceleration critical message that above-mentioned overground installation goes out based on above-mentioned positional information calculation to overground installation;
Speed contrast graphic operation portion, based on above-mentioned deceleration critical message, generates the speed contrast figure of above-mentioned train; With
Speed comparing part, controls the braking of above-mentioned train, and above-mentioned train is moved in the scope of above-mentioned speed contrast figure,
When above-mentioned train often travels reference range, above-mentioned wireless communication part sends above-mentioned location information,
Train operation density is larger, and said reference distance is set to shorter distance.
8. a train controller, is characterized in that, possesses:
Wireless communication part, sends the location information of the train travelling, and receives from above-mentioned overground installation the speed contrast figure that above-mentioned overground installation goes out based on above-mentioned positional information calculation to overground installation; With
Speed comparing part, controls the braking of above-mentioned train, and above-mentioned train is moved in the scope of above-mentioned speed contrast figure,
When above-mentioned train often travels reference range, above-mentioned wireless communication part sends above-mentioned location information,
Train operation density is larger, and said reference distance is set to shorter distance.
9. an overground installation, be with track on the device that communicates of the train controller that possesses respectively of a plurality of trains of travelling, it is characterized in that possessing:
Wireless communication part, the speed that receives respectively the location information of the train that above-mentioned train controller controls and comprise this train from above-mentioned a plurality of train controllers is in interior velocity information;
Management department, for above-mentioned a plurality of trains each, manages above-mentioned location information, when receiving above-mentioned location information, carries out the renewal of above-mentioned location information;
Deceleration critical message operational part, the above-mentioned location information based on after upgrading, calculates deceleration critical message; With
Cycle determination section, determines that above-mentioned train controller sends the repetition period of location information, and described repetition period is to travel the required time of reference range according to the speed of the specified above-mentioned train of the velocity information by above-mentioned train,
Above-mentioned wireless communication part sends above-mentioned deceleration critical message and the above-mentioned repetition period calculating to above-mentioned train controller.
10. an overground installation, be with track on the device that communicates of the train controller that possesses respectively of a plurality of trains of travelling, it is characterized in that possessing:
Wireless communication part, the speed that receives respectively the location information of the train that above-mentioned train controller controls and comprise this train from above-mentioned a plurality of train controllers is in interior velocity information;
Management department, for above-mentioned a plurality of trains each, manages above-mentioned location information, when receiving above-mentioned location information, carries out the renewal of above-mentioned location information;
Deceleration critical message operational part, the above-mentioned location information based on after upgrading, calculates deceleration critical message; With
Cycle determination section, determines that above-mentioned train controller sends the repetition period of location information, and described repetition period is to travel the required time of reference range according to the speed of the specified above-mentioned train of the velocity information by above-mentioned train,
The above-mentioned repetition period of above-mentioned wireless communication part based on above-mentioned a plurality of train controllers, the timing that above-mentioned a plurality of train controllers are sent respectively to above-mentioned location information is dispatched, and to each transmissions of above-mentioned a plurality of train controllers, comprises timing that above-mentioned train controller sends its location information at interior timing information.
11. 1 kinds of train controllers, is characterized in that possessing:
Wireless communication part, sends the location information of the train travelling, and receives from above-mentioned overground installation the deceleration critical message that above-mentioned overground installation goes out based on above-mentioned positional information calculation to overground installation;
Speed contrast graphic operation portion, based on above-mentioned deceleration critical message, generates the speed contrast figure of above-mentioned train; With
Speed comparing part, controls the braking of above-mentioned train, and above-mentioned train is moved in the scope of above-mentioned speed contrast figure,
When above-mentioned train often travels reference range, above-mentioned wireless communication part sends above-mentioned location information,
The deceleration and stopping performance of the train of controlling is lower, and said reference distance is set to shorter distance.
12. 1 kinds of train controllers, is characterized in that possessing:
Wireless communication part, sends the location information of the train travelling, and receives from above-mentioned overground installation the speed contrast figure that above-mentioned overground installation goes out based on above-mentioned positional information calculation to overground installation; With
Speed comparing part, controls the braking of above-mentioned train, and above-mentioned train is moved in the scope of above-mentioned speed contrast figure,
When above-mentioned train often travels reference range, above-mentioned wireless communication part sends above-mentioned location information,
The deceleration and stopping performance of the train of controlling is lower, and said reference distance is set to shorter distance.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2010180302A JP5150688B2 (en) | 2010-08-11 | 2010-08-11 | Train control device and ground device |
| JP180302/2010 | 2010-08-11 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102372012A CN102372012A (en) | 2012-03-14 |
| CN102372012B true CN102372012B (en) | 2014-08-20 |
Family
ID=45791387
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201110181375.9A Active CN102372012B (en) | 2010-08-11 | 2011-06-30 | Train Control Device And Overground Device |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP5150688B2 (en) |
| CN (1) | CN102372012B (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013258847A (en) * | 2012-06-13 | 2013-12-26 | Mitsubishi Electric Corp | Train service management system, onboard device, and train service management method |
| JP5847736B2 (en) * | 2013-01-10 | 2016-01-27 | 株式会社京三製作所 | Train control system and train control method |
| JP5887294B2 (en) * | 2013-03-26 | 2016-03-16 | 株式会社日立製作所 | On-vehicle communication device for spot transmission |
| JP6091385B2 (en) * | 2013-09-10 | 2017-03-08 | 三菱電機株式会社 | Train radio system |
| JP6270518B2 (en) * | 2014-02-05 | 2018-01-31 | 日立建機株式会社 | Work vehicle control system |
| JP6801995B2 (en) * | 2016-07-26 | 2020-12-16 | 株式会社日立製作所 | Train automatic stop control device and railway vehicle equipped with it |
| CN109789791B (en) * | 2016-10-03 | 2022-03-01 | 株式会社京三制作所 | Vehicle-mounted device and emergency braking control method |
| CN108264910B (en) * | 2016-12-31 | 2020-12-08 | 上海梅山钢铁股份有限公司 | Method for detecting and controlling abnormal speed of coke oven locomotive |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101024400A (en) * | 2007-02-17 | 2007-08-29 | 朱倍他 | Express railway rail safety automatic measure monitoring technology |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06153327A (en) * | 1992-11-10 | 1994-05-31 | Toshiba Corp | Automatic train operating system |
| JP3210526B2 (en) * | 1994-06-22 | 2001-09-17 | 株式会社東芝 | Moving block train running control method and control system used therefor |
| JP3303106B2 (en) * | 1997-04-28 | 2002-07-15 | 株式会社日立製作所 | Train control system |
| JP4027521B2 (en) * | 1998-12-28 | 2007-12-26 | 日本信号株式会社 | Train operation control device |
| JP4070125B2 (en) * | 2003-09-08 | 2008-04-02 | 日本信号株式会社 | Vehicle control device |
| JP4612551B2 (en) * | 2006-01-23 | 2011-01-12 | 株式会社日立製作所 | Automatic train control device |
| JP4850164B2 (en) * | 2007-10-19 | 2012-01-11 | 株式会社京三製作所 | Train control device |
| JP2009126386A (en) * | 2007-11-26 | 2009-06-11 | Mitsubishi Electric Corp | Train accident detection system |
-
2010
- 2010-08-11 JP JP2010180302A patent/JP5150688B2/en active Active
-
2011
- 2011-06-30 CN CN201110181375.9A patent/CN102372012B/en active Active
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101024400A (en) * | 2007-02-17 | 2007-08-29 | 朱倍他 | Express railway rail safety automatic measure monitoring technology |
Non-Patent Citations (3)
| Title |
|---|
| JP特开2005-86896A 2005.03.31 |
| JP特开2009-126386A 2009.06.11 |
| JP特开平8-2416A 1996.01.09 |
Also Published As
| Publication number | Publication date |
|---|---|
| CN102372012A (en) | 2012-03-14 |
| JP2012035813A (en) | 2012-02-23 |
| JP5150688B2 (en) | 2013-02-20 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102372012B (en) | Train Control Device And Overground Device | |
| CN101913370B (en) | Travelling permit generating method and system based on access | |
| EP3747728B1 (en) | Vehicle cooperation-based train movement authorization method | |
| CN107161178B (en) | A kind of automatic tracking system and method for suspension train position in rolling stock section | |
| US10518790B2 (en) | Wireless train management system | |
| CN102514602B (en) | Method and system for planning and controlling train travelling speed | |
| CN103235843B (en) | A kind of urban railway transit train running optimizatin control simulation method and system | |
| CN108146471B (en) | Running method for coping with tidal passenger flow by CBTC (communication based train control) system based on train-vehicle communication | |
| CN104008655B (en) | Tramcar grade crossing signal method for controlling priority based on centralization differential GPS location | |
| Lüthi | Improving the efficiency of heavily used railway networks through integrated real-time rescheduling | |
| CN108010348B (en) | Intersection signal priority system and method of intelligent rail train | |
| US10766512B2 (en) | Wireless train management system | |
| Song et al. | Train-centric communication-based close proximity driving train movement authority system | |
| RU2578646C1 (en) | System for control of distance between successive trains based on digital radio communication | |
| Ji et al. | Coordinated optimization of tram trajectories with arterial signal timing resynchronization | |
| Luethi et al. | Increasing railway capacity and reliability through integrated real-time rescheduling | |
| CN103282259B (en) | For the device of European Train Control System 2 grades of ETCS L2 Train Control | |
| CN207052093U (en) | A kind of tramcar crossing signals priority control system | |
| WO2022257673A1 (en) | Block system and method based on train braking management | |
| Winter et al. | Bay area rapid transit district advance automated train control system case study description | |
| Huang et al. | A simulation method for analyzing and evaluating rail system performance based on speed profile | |
| KR102081405B1 (en) | Energy saving automatic driving system for railway vehicle | |
| Tao et al. | Traffic modelling for moving-block train control system | |
| Lüthi | Evaluation of energy saving strategies in heavily used rail networks by implementing an integrated real-time rescheduling system | |
| CN112590873A (en) | Method and system for controlling operation of suspended monorail train by adopting virtual moving block |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |